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Ordered new by the London Ferrari agents, HR Owen on the 24th January 1983 for May production, and ordered for stock as opposed to being a sold order. The car was complicated ,one of only 415 BBi's built in 1983,the bulk of which went to the American market prior to it closing to Ferrari as the car would not meet the new exhaust emission regulations , in April 1983,and invoiced by the factory on the 17th June 1983 for delivery to the UK by truck, along with two other 512 BBi's #46707 and 47653.Making this is one of only 48 right hand drive 512 BBi's made- and one of just two finished in blue-,of which only 26 are still known of in the UK. "Load 17" was delivered to the UK and invoiced by Maranello Concessionaires Ltd to Mr Sahir Ahmad Alibinali of London, on the 11th August 1983 and first registered, A331 SYH The car was factory ordered with the optional “All leather interior” an additional £391.07, and to be an "all blue", no black bottom. The then (13.06.83) list price of £47,298.38. However, as the car was sold on a tax-free basis-red bordered number plates-the actual invoice-M4865-was for £37,000. As the car was not exported within the twelve months, duty was paid.
Passing to Courtpath Ltd of Lincoln on 2nd November 1984, Strait (Holdings) Ltd of Lincoln on 1st May 1985 with approximately 6,000 recorded miles and then Capt John Lampinnonpakis of London 14 months later on the 28th July 1986.
Purchased by Ferrari enthusiast Mr John Wilson of London on 29th April 1987 @ 15,600 recorded miles from Maranello Concessionaires. John kept the car until 27th October 1988 when he sold it with approximately 19,000 recorded miles to his brother Michael. The next owner Mr Ben Grigsby of Weybridge, Surrey, purchased the car from Michael (a work colleague and friend) on 26th June 1997 with 21,800 recorded miles, where it joined a Bentley, Jaguar XK140 and a Ferrari 365 GT 2+2.During Mr Grigsby's ownership Maranello Sales rebuilt the gearbox in November 1997 with 22,286 miles which cost £7,355,at the same time renewing the clutch and replacing the cam belts Purchased by Mr Andrew Stevens also of Weybridge, a friend of Mr Ben Grigsby in July 1999 with 23,217 recorded miles.
Two years later it was purchased by oil and gas businessman, Mr Douglas Gibson of Scotland from Surrey Ferrari specialists, Talacrest in July 2001 with 25,387 miles. A change in circumstances meant that the car was replaced by a slightly more practical Porsche 996 six months later. Purchased by Mr Gavin James of Berkshire with 26,630 miles for £41,990, with 12th January 2002, once again from Surrey Ferrari specialists Talacrest. Mr James apparently selling the car back to Talacrest in order to a fund an extension at home. Purchased by commodities trader, Mr Adam Hacking of London on the 12th June 2003 with 27,886 miles for £36,000, again from Surrey Ferrari specialist, Talacrest.
The last owner -engineer Mr Paul Graddon of York, bought the car on the 24th September 2005 with 32,654 miles from a Kent based classic car dealer. Maintenance that he has not been able to do himself he local marque specialists have carried out.
The car has just undergone a major service checking/adjusting valve clearances and fitting new cam and drive belts. New stainless-steel exhaust manifolds have been made for the car and fitted and the rear suspension re bushed, along with new bushes in the shock absorbers. In all just short of £12,000 has been spent. Additionally, the wheels have been refurbished and new Michelin TRX tyres fitted.
A substantial file detailing all the work accompanies the car. The car is confirmed as matching numbers.
The car is complete with its original factory service book, handbook, Ferrari cloth wallet., space saver spare wheel, as well a huge file past invoices and MOT's substantiating the mileage and work.
Bosch K-Jetronic mechanical fuel injection on the 512 BBi replaced the outgoing model’s four, triple-choke Weber 40 IF 3C carburettors. Otherwise mechanically identical, the flat-12 featured lower maximum revs (6,600 rpm compared to the 512 BB’s 6,800 rpm) and the engine developed 20 bhp less, although top speed remained within a whisker of the 512 BB’s 283 km/h.
Externally the new model was recognisable by the re-designed rear bumper and wheels, the side NACA duct finished in black and the body-colour wing mirror. Inside, the classic Connolly leather seats featured a central wool textile insert and the car was fitted with air conditioning and central locking as standard.
The 512 BBi was introduced at the 1981 Frankfurt Salon, to replace the 512 BB model, the “i” suffix denoting a change from carburettors to fuel injection. Apart from the adoption of fuel injection, in line with the other models in the Ferrari range at the time, there were minor cosmetic and mechanical changes.
At the front the plain aluminium egg-crate radiator grille stopped short of the driving lights, which were now exposed in the grille extremities, with small rectangular parking lights mounted in the bumper section above them. At the rear the engine louvre arrangement was modified and a new shroud was provided to the exhaust system, which incorporated hazard warning lights. A new design of door mirror was fitted, changes were made to the interior, including a black spoked steering wheel, and the availability of “Zegna” wool cloth seat centres as an option. The road wheels became the same width front and rear, fitted with Michelin TRX tyres, which had the effect of increasing the front and rear track to 1508mm and 1572mm respectively.
The body was mounted on a 2500mm wheelbase chassis, which had factory reference number F 102 CB 100. All were numbered in the odd chassis number road car sequence, and the construction followed the same principles as its predecessor of a tubular steel chassis frame with a monocoque central cell. Again as with its predecessor it was available in right or left hand drive form, and again no USA market versions were built.
The standard road wheels were alloy five spoke “star” pattern, with a knock off spinner on a Rudge hub, although legislative requirements in some markets dictated the fitment of a large octagonal hub nut. The wheels covered large ventilated disc brakes with twin hydraulic circuits, and servo assistance. Independent suspension was provided all round, via wishbones, coil springs, and hydraulic shock absorbers, with twin rear units, together with front and rear anti roll bars.
The aluminium flat twelve cylinder engine was of the same configuration as its predecessor with a cubic capacity of 4943cc, and 82mm x 78mm bore and stroke, with factory type reference F 110 A 000. It featured belt driven twin overhead camshafts per bank, with dry sump lubrication and a hydraulically operated clutch. The 512 BBi was fitted with Bosch K-Jetronic fuel injection, and had the same claimed power output as the carburettor model.
The production period ran from 1981 to 1984, when it was replaced by the world market Testarossa model. During that period a total of 1007 examples were produced, in the chassis number range 38121 to 52935.
Taken from Ferrari's own website
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